Hoisting apparatus.



G. O. PEARSON.

HOISTING APPARATUS.

APPLICATION TILED Emma, 1908.

1026 1 1 131; Patented May 14, 1912.

6 SHEETS-SHEET 1.

4/ Mme/Jo a0 gnaw (3 mm vvfoz 0. 0. PEARSON.

HOISTING APPARATUS.

APPLICATION FILED 1113.6, 19 08.

1,026, 1 1 8. Patented May 14, 1912.

6 SHEETS-SHEET 2.

2% 110mm w n ucnl'cz q: v al L l|\ U. 0. PEARSON.

HOISTING APPARATUS.

. APPLICATION FILED 31m, 190s.

Patented May 14, 1912.

6 SHEETS-SHBET 4.

gkbwcmm G. 0. PEARSON. HOISTING APPARATUS. APPLICATION FILED FEILG, 1908.

6 SHEETS-SHEET 5.

Patented May 14, 1912.

C. O. PEARSON.

HOISTING APPARATUS.'

APPLICATION FILED FEB.6, 190a.

Patented May 14, 1912.

6 BHEETSSHEET 6.

51 1 AC1 Hymn J UNITED STATES PATEN T QFFICE.

CHARLES O. PEARSON, OF NEW YORK, N. Y.

HOISTING APPARATUS.

I Specification of Letters Patent.

Applicaoion filed February 6, 1908.

Patented May 14, 1912. Serial Nb. 414,475.

Hoisting Apparatus, of which the following is a specification.

My invention relates to improvements in hoisting apparatus and more especially to elevators of the type which is commonly known as traction elevators in which the movement of a driven sheave is imparted to a car through the medium of a rope or cable in frictional contact with the sheave.

The object of my invention is to provide a simple and efficient apparatus of this kind and it consists in the construction and arrangement of parts which are shown and described in the following specification and the novel features whereof are pointed out in claims.

Referring to the drawings, Figure 1 is a side elevation of a hoisting apparatus and its associated parts made according to my invent-ion. Fig. 2 is a diagrammatic representation of a driving rope or cable illustrating the manner in which it is passed around the driving sheaves, the position of the sheaves in this figure being inverted from that in which they are shown in Fig. 1. Fig. 3 is a sectional side elevation of a rope-drive apparatus which I have invented. Fig. 4 i a' top plan view of my improved apparatus. .Fig: 5 is a front elevation of the apparatus shown in Figs. 3 and 4: with certain parts broken away to more clearly show its construction. Fig. 6 is a sectional end elevation of the apparatus, the view being taken from the rear and the section be iug taken on the line 6-6 of Fig. i. Fig. 7 is another sectional rear end elevation of the apparatus, the section in this case being taken on the line 77 of Fig. 4.

Like characters of reference designate corresponding parts in all of the figures.

1O designates a driving sheave which is keyed or otherwise attached to a shaftll which is supported in stationary bearings 12, 13 and 1.4.. 15 is a gear-wheel attached to the shaft 11 between the bearings 12 and 13. 16 is a small gear or pinion which may be made of metal or raw-hide or other suit able material. This is attached to a shaft 17 which is an extension of or is directly coupled with the shaft of a motor 18. 20

s another driving sheave attached to a shaft 21. which is mounted in bearings 22 and 23. 2a is a gear-wheel between the bearings 22 and 23 and also attached to this shaft. A-

small gear or pinion 26 is in mesh with the gear 25. This pinion is attachedto a shaft 27 which is an extension of or is directly coupled with the shaft of a motor 28.

30 is the lower portion of a casing which forms a base or foundation for the hoisting apparatus which supports or forms a part of the bearings 12, 13 and 14, forms a bedplate for the motors 18 and 28 and performs the other functions which will be pointed out hereinafter. 31 is the upper portion of this casing, and this part supports or is a part of the bearings 22 and 23 and is arranged to inclose certain parts of the mechanism. 32 is a cover for the gear 25 and maybe arranged as shown to form parts of the bearings 22 and 23. These parts 30, 31 and 32 may be suitably fastened together as by bolts as shown.

The general arrangement of the apparatus, as shown in the drawings and above described, is symmetrical and compact. The two driving sheaves are one above the other in a vertical line and the two motors are also in a line which is at right angles to that of the sheaves, while between thesheaves and the motors is a casing inclosing intermediate connecting mechanism. Of course this is not an essential part ofmyinvention but is a preferred arrangement of the parts as it requires but little space for its installation.

33 designates a rope or cable which is attached to an elevator car 34 and which, after passing over a supporting sheave 35 suitably supported upon the building or structure near the upper end of the path of travel of the car, is carried down to and under the driving sheave 10; thence it passes over the driving sheave 20 down under driving sheave 10 again and then up to and over another supporting sheave 36 from whence it extends downward to the counterweight 37 to which its other end is attached.

I have described the run of one rope or cable, but in practice a plurality of them is used as is shown in Fig. 3. It is also to be understood that instead of being passed once over sheave 20 and twice under sheave 10 the ropes may be given as many turnsabout these driving sheaves as may be dewill point out the operation of the apparatus above described. It may be seen that the motor 18, through gears 16 and 15, is

arranged to actuate the driving sheave 10; similarly, the motor 28, through gears 26 and 25, actuates driving slieave 20. Thus there are two driving systems which are entirely independent of each other and which have no mechanical connection between them, except through the driven rope or cable 33. This mechanical connection,

through therope itself, will cause the two driving sheaves to rotate at the same rate of peripheral speed and to exert a uniform traction on the rope but one of great flexibility. This flexibility effectively does away with internal strains due to improper proportioning of the gears and sheaves, or due to .the slipping of the ropes on the sheaves. It has been found in other devices of this kind in which both of the sheaves, such as 10 and 20, are geared together and are motor-driven, that there has been a great wear and tear on the ropes as well as on the machinery as there is always a certain amount of slippage between the rope and each driving sheave and the amount of such slippage on one sheave'is different from that on the'other. The consequence is. that the ropes wear out rapidly and the efiiciency of the apparatus is decreased.

Electric motors are shown as the motive power. While I do not limit myself to this means of driving the sheaves I prefer it as the electrical connections between the motors, which connections may be made in any desired manner, form another flexible connecting means betwefii the two independent driving units which allows more or less relative variation between the speed of the two driving sheaves without putting any strains on the mechanism and without mechanical losses.

In the arrangement of parts shown the motors are accessible for repairs and may be directly coupled with the driving sheave shafts as is now done in some instances with a single motor and a single driving sheave, but as this requires a veryda rge slow-speed expensive motor I prefer to use smaller motors with speed reduction mechanisms between the motors and the driving sheaves.-

I prefer also to use spur gears for this purpose on account of their simplicity, efficiency and other advantages which they possess. The casing which supports and incloses the gears is arranged to provide an oil bath for them as is shown at 19 and 29 in Fig. 3 of the drawings. By using this construction with motors of comparatively slow speed the apparatus will run practically noiselessly and thus be free from one of the objectionable features of such a mechanism for elevator purposes. Another objection to the use of spur gears in elevator driving mechanism is that a certain amount of vibration due to the action of the gearteeth is transmitted to the car. This trouble is overcome by my improved construction on account of the fact that the two driving -mechanisms do not run at exactly the same rate of speed so that the vibrations from the gear-teeth in the two'units are nonsynchronous and the flexible connection between the two eifectively breaks them up. Another advantage of this method of driving elevators by'two independent driving systems is that either motor may be used alone to drive the car in case of emergency, thus making repairs possible without necessitating the shuttin down of the elevator. The apparatus is a aptable for high speed passenger service elevators or for slow speed freight elevators but is not, of course, limited to such uses as it may be applied to all kinds of rope-driven apparatus including telpherage systems and furnace hoists.

In conjunction with Fig. 1 I have shown a diagram of electrical connections for the motors. In this figure 40 desi ates the mains from a suitable source 0 electrical supply which, after passing through a mainline switch 41, are connected with the various contacts of an electrically actuated reversing switch 42, 43 andv with a controlling switch 44 in the car 34. When this car switch is moved to the left the right-hand .side 43 of the reversing switch will be closed, and when it is moved to the right, the left-hand side 42 of the reversing switch will be closed. This will send a current through the armatures 18 and 28 of the motors in one direction or the other, and as it will also connect the fields 18 and 28 with theline, it will cause the motors to rotate in one direction or the other. Bringing the car switch back to its central position will cause the reversing switch to be deenergized to break the circuits through the motors so as to cause them to again come to rest. In the drawing the armatures are shown connected in series and the fields connected in parallel. The particular arrangement of the circuits shown forms no part of this invention as any preferred wiring system may be employed, and as these are well known in the art, only a brief description of the one which I have arbitrarily selected to illustrate my invention is given above.

Electrical motors of comparatively slow:

speed are preferable for carrying out this mvention, but if the motors are connected is shown in the drawings and above described,

high speed motors may be used and at a pivoted at 52 52 The upper ends of these brake-levers are connected together and to a vertically reciprocatory rod 53 by two short arms 54:. These parts'are inclosed in a casing 55 which is adapted to contain oil and to keep the surface of the brake-pulley and the brake-shoes 51 thoroughly lubricated at all times. A spring 56 isarranged to press the inner ends of the arms 54 downward and i to thus press the brake-shoes against the surface of the brake-pulley with an amount of pressure which may be regulatedby means of a threaded collar 56. 57 designates the frame of an electromagnet' orsolenoid. 58 is its core or plunger and 59 its winding. The plunger is attached to the rod 53' and the parts are so arranged that when a current of electricity is passed throu h the winding the core will be raised there y and will release the brake by moving theTshoes away from the pulley 50. Above the magnet frame 57 is a dash-pot 60 which comprises a cylinder 61 and a piston 62. At the top of the cylinder is a ball. check-valve 5.3 which allows free outward passage of air from the part of the cylinder above the piston, but prevents any inward flow of air, which flow must take place through a restricted passagefii, the size of which is adjustable. The brake may quickly, but when current 1s cut off from winding 59 to allow the weight of the core .58 and the spring to apply the brakeshoes, this operation will be controlled or timed by the dash-pot and may be regulated by the size of the restricted passage 64.

' In the wiring diagram in Fig. 1, one method of connecting the winding 59 is illustrated.

In brakes of this general construction it has been a matter of difiiculty to obtain a uniform action of the brakes under different conditions, because they are normally actuated with dry braking surfaces, and when any lubricant gets upon them accidentally they slip and fail to properly perform their function. According )to my invention the braking surfaces are always freely lubricated and the brake made powerful enou h to actproperly under this condition.v T e lubricant also serves. to keep the parts cool sothat their adjustment is not deranged by temperature changes.

I also prefer to use brakes on the motor be released thereof and at right-angles-tothe sheaves,

shafts 17 and 27 and these are clearly shown in Fi 6. In-this figure IS a brake-pulley; %1, 71 brake-shoes on pivoted'levers 72, 72 whichareconnected together and tea I vertically reciprocatory rod by links v74= and. levers 74 75 is a casing inclosing the above parts and arranged to contain Iubri'- eating oil. The rod 73'is actuated by a spring 76 and the core 78 ofa solenoid or magnet of which77 is the .frame and 79 the winding. 80 is adash-pot which is arranged parts operate in the mannerabove described, but in thiscase two brakes are actuated by the magnet. The winding 79, may be connected 1n the wiring system in parallelwith I to control the actionof these brakes. These the winding -59 or in any other "suitable manner. By means of the dash-pots '60fand '80 the brakes may be so adjusted or timed that the-brakes on shafts 17 and 27-which are on the high-speed side of the reduction mechanismsave applied before the brake on shaftll, on the slow-speed side/of one of these mechanisms goes on. This arrangement insures a smooth stopping of the elevator. If desired, another brake maybe applied to shaft 21 but this I believe to be unnecessary.

What I claim is':-' 1. A pair of traction sheaves, a pair of nisms' connecting each motor withone of the i sheaves, the axes of the sheaves and the motorsbein'g parallel and the two motors being in a line at rightangles to the line between tional contact with both of the sheaves I forming the only mechanical connections between the sheaves.

2. A traction sheave, a mbtor, a spur gear connected with the sheave, a pinion meshing therewith and connected with the motor; a second traction sheave, a second 7 tors at rlght-angles to each other, and: a

rope or ropes in frictional contact with both of the sheaves forming the only mechanical connection between the sheaves and the two motors.

3. A- traction sheave, a motor, a spur, gear connected with the sheave, a pinion meshing therewith and connected with the motor; a second traction sheave, a second motor, a spur gear connectedwith the second traction sheave, a pinion meshing therewith and connected with thesecond motor, 8. casing inclosing the gears'and pinions, a lubricating bath within the casing, said casing supporting the traction sheaves on one side thereof and the motors on the other side I 95 electric motors, separate 1ntermed1ate-mecha-.

100 the sheaves; and a rope or ropesin fricr and a rope or ropes in frictional contact with both of the sheaves forming the only mechanical connection between the sheaves and the two motors.

4. In combination with an elevator hoisting apparatus comprising a pair of traction sheaves, means for drlving each of said' sheaves independently of the other, and a the motors, means for actuating all of the brakes, and means for causing the brake for the traction sheave to be applied after the motor brakes have been applied.

6. In combination with an elevator hoisting apparatus comprising a pair of traction sheaves, a motor for driving one of the sheaves, another motor for driving the other of the sheaves, independent speed reduction mechanisms between the motors and the traction sheaves, and a rope about the. sheaves flexibly connecting them together; a brake on the slow-moving end of one of the reduction mechanisms, a brake on the fast-moving end of the other speed reduction mechanism, means for actuating both of the brakes, and means for causing the brake -on the fast-moving end of the speed reduction mechanism to be applied before the brake on the slow-moving end of the oghe' speed reduction mechanism is ap- 1e p 7. In combination with an elevator hoisting apparatus comprising a pair of traction sheaves of different diameters, a motor for driving the larger of the sheaves, another motor for driving the smaller of the sheaves, independent speed reduction mechanisms between the motors and the traction sheaves, and a rope about the sheaves flexibly connecting them together; a brake on the slow \end of the speed reduction mechanism which is connected with the larger sheave, a brake on the fast-end of the speed reduction mechanism which is connected with the smaller sheave, means for actuating both of the brakes, and means for causing the brake on the fast end of the speed reduction mechanism which is connected with the small sheave to be applied before the brake is applied to the slow end of the speed reduction mechanism which is connected with the large sheave.

In testimony whereof I have signed my name to thisv specification in the presence of two subscribin witnesses.

HARLES O. PEARSON. Witnesses:

HENRY C. DATER, ELLA TUcH. 

